EP0166546B1 - Apparatus for regulating the speed of rotation of an engine mounted on a construction vehicle - Google Patents
Apparatus for regulating the speed of rotation of an engine mounted on a construction vehicle Download PDFInfo
- Publication number
- EP0166546B1 EP0166546B1 EP85303873A EP85303873A EP0166546B1 EP 0166546 B1 EP0166546 B1 EP 0166546B1 EP 85303873 A EP85303873 A EP 85303873A EP 85303873 A EP85303873 A EP 85303873A EP 0166546 B1 EP0166546 B1 EP 0166546B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- engine
- control
- cylinder
- level
- hydraulic
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/04—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving pumps
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/20—Drives; Control devices
- E02F9/22—Hydraulic or pneumatic drives
- E02F9/2246—Control of prime movers, e.g. depending on the hydraulic load of work tools
Definitions
- This invention relates to apparatus for regulating the speed of rotation of an engine of a machine having a work implement powered by a hydraulic cylinder.
- Machines having work implements powered by hydraulic cylinders are known, for example from GB 2072260, which describes a construction vehicle. Such vehicles commonly include one or more work implements controllable by corresponding control valves and a plurality of operating levers associated with these control valves and with the control system for vehicle travel.
- the work implements are usually operated by variable displacement hydraulic pumps driven by the engine.
- the engine is driven at a high speed even when the output fluid flow from the hydraulic pumps is not required. As a result, fuel is wasted and the level at which noise is generated by the engine is high.
- the second system described above is very suitable at the time when a particular earthmoving operation of the construction vehicle is fully completed.
- output fluid flow is required intermittently from the hydraulic pumps.
- the second system of control briefly described above, there is a tendency for frequent changes in the rate of revolution of the engine to occur which not only has adverse effects on the engine, but gives the operator unpleasant sensations arising from the widely varying changes in the level of noise generated by the engine.
- such a system of control gives rise to surges in the hydraulic circuit with consequent problems for the components of the system.
- the third system of control briefly described above represents something of an improvement over both of the previous arrangements and is in part a compromise.
- the rate of revolution of the engine is not reduced until a predetermined period of time has passed since the output fluid flow became unnecessary from the hydraulic pumps. This means that the rate of revolution of the engine is initially maintained at a value higher than that at the time of normal operation by an amount corresponding to the reduction to load on the engine. As a result fuel is wasted and the noise level generated by the engine becomes higher. After the elapse of the predetermined time, the engine rate is reduced to a low speed and an undesirable low speed rotation situation may arise.
- the apparatus for regulating the speed of rotation of an engine of a machine having a work implement powered by a hydraulic cylinder, the engine being adapted operatively to supply hydraulic fluid under pressure to the hydraulic cylinder in response to movement of a corresponding control lever to an operating position, there being speed control means adapted operatively to control the speed of rotation of the engine in response to hydraulic pressure in the engine control cylinder, the apparatus being characterized in that it further comprises: a pump connected exclusively to supply hydraulic fluid to said engine control cylinder; an electrically controlled valve adapted for automatically controlling the supply of hydraulic fluid to said engine control cylinder; first auto deceleration control circuitry electrically connected to said value, adapted to be activated for a predetermined period of time by movement of the control lever to a non-operating position, said activation being effective to cause a first auto deceleration of said engine from an operating level to a first decelerated level; and second auto deceleration control circuitry electrically connected to said valve, adapted to be activated a
- the first level is preferably in the vicinity of the rate of revolution of the engine under earthmoving operation.
- the second level preferably corresponds to the rate of revolution of the engine under idle running.
- the control system illustrated schematically in Fig. 1 includes a deceleration hydraulic cylinder which is adapted to bias a governor control lever, not shown, in the decelerating direction by the biasing force of a spring 33, and by fluid pressure, to urge the control lever in the direction of full rotation.
- Reference numeral 46 denotes a fixed displacement hydraulic pump exclusively used for control, the delivery side of which is connected by way of a conduit 50 to an inlet port 51a of a solenoid valve 51.
- the solenoid valve 51 has an outlet port 51b which is connected by means of a conduit 52 to a port 45 of the deceleration hydraulic cylinder 32, and a tank port 51cwhich is connected by way of a conduit 53 to a fluid reservoir 54.
- a drain port 51d of the deceleration hydraulic cylinder 32 leads to the reservoir 54.
- the electric circuit for the solenoid valve 51 is generally identified R in Fig. 1.
- the anode of a power supply 55 here a battery, is connected by a lead wire 56 through a first auto-deceleration release switch 31 with one terminal of a solenoid 57 of the solenoid valve 51.
- Another terminal of the solenoid 57 is connected by a lead wire 58 through a switch 30, a first timer T 1 to earth.
- a relay X 1 for controlling turning of the vehicle and an associated hydraulic pressure limit switch LM 1 are connected in series with the power supply 55.
- a relay X 2 for controlling actuation of work implements and an associated hydraulic pressure limit switch LM 2 are connected in series with the power supply 55; and a relay X 3 for controlling running of the vehicle and an associated limit switch LM 3 are connected in series with the power supply 55.
- the first timer T 1 is set to be actuated for a predetermined time period, for example, 0.2 to 0.4 seconds. Further, the arrangement is made such that when the operating levers (not shown) for turning, running and for actuating work implements are located at their neutral positions, the switches LM,, LM 2 and LM 3 connected, respectively, with the operating levers are rendered off, whilst when any of the operating levers is located in a position other than its neutral position, its respective switch LM 1 , LM 2 or LM 3 is rendered on.
- the terminal of the solenoid 57 is connected to earth by the lead wire 34 thorugh the second timer T 2 , a normally closed contact Z 3 of the relay X 3 , a normally closed contact Z 2 of the relay X 2 , and a normally closed contact Z 1 of the relay X,.
- One terminal of another solenoid 35 of the solenoid valve 51 is connected by way of a lead wire 36 to the power supply 55, and another terminal of the solenoid 35 is connected to earth by a lead wire 37 thorugh normally open contacts Y, of relay X 1 , Y 2 of relay X 2 and Y 3 of relay X 3 and the auto deceleration release switch 60 which are connected in parallel.
- the last mentioned terminal is also connected by way of a lead wire 38 with one terminal of a solenoid 39 of the switch 30, the other terminal of the solenoid 39 being connected by way of a lead wire 40 with the power supply 55.
- Circuit D is then energised so that the solenoid valve 51 may be changed from its neutral position B to its draining position C (again, see Fig. 2).
- the position of the solenoid valve 51 is set at its neutral position B and the head side chamber 44 of the deceleration hydraulic cylinder 32 is closed.
- the rate of revolution of the engine is lowered to a first level "a" which is in the vicinity of the rate of revolution under earth moving operation and which is a level such that changes in the engine rate of revolution give no influence on the earth moving operation.
- the engine is kept running at such level until the predetermined time period t 2 set by the second timer T 2 has elapsed and thereafter the position of the solenoid value 51 is changed over to its draining position C.
- the pressurized fluid within the head side chamber 44 of the deceleration hydraulic cylinder 32 is allowed to flow into the fluid reservoir 51 so that the rate of revolution of the engine may be reduced further to a second level "b" (idle running) which is lower than the first.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Mining & Mineral Resources (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- High-Pressure Fuel Injection Pump Control (AREA)
- Operation Control Of Excavators (AREA)
Description
- This invention relates to apparatus for regulating the speed of rotation of an engine of a machine having a work implement powered by a hydraulic cylinder.
- Machines having work implements powered by hydraulic cylinders are known, for example from GB 2072260, which describes a construction vehicle. Such vehicles commonly include one or more work implements controllable by corresponding control valves and a plurality of operating levers associated with these control valves and with the control system for vehicle travel. The work implements are usually operated by variable displacement hydraulic pumps driven by the engine. There have been a number of prior proposals for controlling the engine when the output fluid flow from the hydraulic pumps is not required for the vehicle. These have included the following:
- 1. The engine is not controlled (that is: the rate of revolution of the engine is maintained at substantially the same level as when the output fluid flow from the hydraulic pumps is needed).
- 2. The amount of fuel injected into the engine is immediately controlled to reduce the engine rate of revolution.
- 3. When a predetermined period of time has elapsed since the time when the output fluid flow from the hydraulic pumps became unnecessary, the amount of fuel injected into the engine is controlled to reduce the engine rate of revolution.
- The present invention has arisen from our work seeking to provide improved control for the engines of construction vehicles and, as we shall explain below in more detail, systems in accordance with the present invention provide important advantages over the three control systems briefly described above.
- In the first of the above systems, the engine is driven at a high speed even when the output fluid flow from the hydraulic pumps is not required. As a result, fuel is wasted and the level at which noise is generated by the engine is high.
- The second system described above is very suitable at the time when a particular earthmoving operation of the construction vehicle is fully completed. However, in a typical earthmoving operation, output fluid flow is required intermittently from the hydraulic pumps. With the second system of control briefly described above, there is a tendency for frequent changes in the rate of revolution of the engine to occur which not only has adverse effects on the engine, but gives the operator unpleasant sensations arising from the widely varying changes in the level of noise generated by the engine. Moreover, such a system of control gives rise to surges in the hydraulic circuit with consequent problems for the components of the system.
- The third system of control briefly described above represents something of an improvement over both of the previous arrangements and is in part a compromise. The rate of revolution of the engine is not reduced until a predetermined period of time has passed since the output fluid flow became unnecessary from the hydraulic pumps. This means that the rate of revolution of the engine is initially maintained at a value higher than that at the time of normal operation by an amount corresponding to the reduction to load on the engine. As a result fuel is wasted and the noise level generated by the engine becomes higher. After the elapse of the predetermined time, the engine rate is reduced to a low speed and an undesirable low speed rotation situation may arise. Where the earthmoving operation requires intermittent supply of output fluid flow from the hydraulic pumps with the gap between two instances when flow is required being greater than the above mentioned predetermined period of time, there will be a gap in the operation while the rate of revolution of the engine rises from the low rate into which the engine has been placed after the predetermined time has elapsed back to a desired high rate of revolution. As a result the vehicle suffers from poor operability and there is a general lowering of operational efficiency.
- In accordance with the present invention, we provide apparatus for regulating the speed of rotation of an engine of a machine having a work implement powered by a hydraulic cylinder, the engine being adapted operatively to supply hydraulic fluid under pressure to the hydraulic cylinder in response to movement of a corresponding control lever to an operating position, there being speed control means adapted operatively to control the speed of rotation of the engine in response to hydraulic pressure in the engine control cylinder, the apparatus being characterized in that it further comprises: a pump connected exclusively to supply hydraulic fluid to said engine control cylinder; an electrically controlled valve adapted for automatically controlling the supply of hydraulic fluid to said engine control cylinder; first auto deceleration control circuitry electrically connected to said value, adapted to be activated for a predetermined period of time by movement of the control lever to a non-operating position, said activation being effective to cause a first auto deceleration of said engine from an operating level to a first decelerated level; and second auto deceleration control circuitry electrically connected to said valve, adapted to be activated a predetermined time delay after said control lever is moved to said non-operating position, said pre-determined time delay being longer than said predetermined period of time, said activation of said second auto decleration control circuitry being effective to cause a second auto deceleration of said engine from said first decelerated level to a second decelerated level lower than the first.
- The first level is preferably in the vicinity of the rate of revolution of the engine under earthmoving operation. The second level preferably corresponds to the rate of revolution of the engine under idle running.
- The invention is hereinafter more particularly described by way of example only with reference to the accompanying drawings, in which:-
- Fig. 1 is a schematic diagrammatic view of a control system adapted to perform a method in accordance with the present invention; and
- Fig. 2 is a simplified graph illustrating the engine control characteristics of a construction vehicle controlled in accordance with the present invention.
- The control system illustrated schematically in Fig. 1 includes a deceleration hydraulic cylinder which is adapted to bias a governor control lever, not shown, in the decelerating direction by the biasing force of a
spring 33, and by fluid pressure, to urge the control lever in the direction of full rotation. -
Reference numeral 46 denotes a fixed displacement hydraulic pump exclusively used for control, the delivery side of which is connected by way of aconduit 50 to an inlet port 51a of asolenoid valve 51. Thesolenoid valve 51 has an outlet port 51b which is connected by means of aconduit 52 to aport 45 of the decelerationhydraulic cylinder 32, and a tank port 51cwhich is connected by way of aconduit 53 to afluid reservoir 54. A drain port 51d of the decelerationhydraulic cylinder 32 leads to thereservoir 54. - The electric circuit for the
solenoid valve 51 is generally identified R in Fig. 1. The anode of apower supply 55, here a battery, is connected by alead wire 56 through a first auto-deceleration release switch 31 with one terminal of asolenoid 57 of thesolenoid valve 51. Another terminal of thesolenoid 57 is connected by alead wire 58 through aswitch 30, a first timer T1 to earth. - A relay X1 for controlling turning of the vehicle and an associated hydraulic pressure limit switch LM1 are connected in series with the
power supply 55. Similarly a relay X2 for controlling actuation of work implements and an associated hydraulic pressure limit switch LM2 are connected in series with thepower supply 55; and a relay X3 for controlling running of the vehicle and an associated limit switch LM3 are connected in series with thepower supply 55. - The first timer T1 is set to be actuated for a predetermined time period, for example, 0.2 to 0.4 seconds. Further, the arrangement is made such that when the operating levers (not shown) for turning, running and for actuating work implements are located at their neutral positions, the switches LM,, LM2 and LM3 connected, respectively, with the operating levers are rendered off, whilst when any of the operating levers is located in a position other than its neutral position, its respective switch LM1, LM2 or LM3 is rendered on.
- The terminal of the
solenoid 57 is connected to earth by thelead wire 34 thorugh the second timer T2, a normally closed contact Z3 of the relay X3, a normally closed contact Z2 of the relay X2, and a normally closed contact Z1 of the relay X,. - One terminal of another
solenoid 35 of thesolenoid valve 51 is connected by way of alead wire 36 to thepower supply 55, and another terminal of thesolenoid 35 is connected to earth by alead wire 37 thorugh normally open contacts Y, of relay X1, Y2 of relay X2 and Y3 of relay X3 and the auto deceleration release switch 60 which are connected in parallel. The last mentioned terminal is also connected by way of alead wire 38 with one terminal of asolenoid 39 of theswitch 30, the other terminal of thesolenoid 39 being connected by way of alead wire 40 with thepower supply 55. - When the engine is rotating, if all the operating levers are returned to their neutral positions, the switches LM1, LM2 and LM3 are turned off so as to turn off the relays X1, X2 and X3. For this reason, even when normally open contacts Y1, Yz and Y3 of the relays X1, X2 and X3 are electrically cut off or broken, the
solenoid 57 of thesolenoid valve 51 is supplied with an electric current for the time period of about 0.2 to 0.4 second preset by the first timer Ti. - As a result, the
solenoid valve 51 is switched from its communicating position A over to its draining position C (see also Fig. 2). In consequence, fluid under pressure withinhead side chamber 44 of the decelerationhydraulic cylinder 32 is allowed to flow into thefluid reservoir 54 so that the piston 32a may be moved back by the resilient force of thespring 33 mounted movably in thedeceleration cylinder 32 thereby allowing the governor control lever, not shown, to be returned to its decelerating position. - After the time t, preset by the timer T1 has elapsed, the
solenoid 57 is deenergized, and thesolenoid value 51 is changed over to its neutral position B. - In the electric circuit identified with reference character D, normally closed contacts Z,, Z2 and Z3 are electrically connected when the corresponding relays Xi, X2 and X3 are disconnected. Therefore, the
solenoid 57 will be energised by way of the circuit D. However, since the second timer T2 is actuated or rendered on, the energisation of thesolenoid 57 is delayed by a time period of about 3 to 4 seconds preset by the second timer T2. - Circuit D is then energised so that the
solenoid valve 51 may be changed from its neutral position B to its draining position C (again, see Fig. 2). - Between the end of the period t, preset by timer T, and the end of the period of time t2 preset by the second timer T2, the position of the
solenoid valve 51 is set at its neutral position B and thehead side chamber 44 of the decelerationhydraulic cylinder 32 is closed. As a result, during the period t1, the rate of revolution of the engine is lowered to a first level "a" which is in the vicinity of the rate of revolution under earth moving operation and which is a level such that changes in the engine rate of revolution give no influence on the earth moving operation. The engine is kept running at such level until the predetermined time period t2 set by the second timer T2 has elapsed and thereafter the position of thesolenoid value 51 is changed over to its draining position C. - As a result, the pressurized fluid within the
head side chamber 44 of the decelerationhydraulic cylinder 32 is allowed to flow into thefluid reservoir 51 so that the rate of revolution of the engine may be reduced further to a second level "b" (idle running) which is lower than the first. By this means, the fuel consumption and the level of noise generated by the engine can be significantly reduced.
Claims (7)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP59109378A JPS60256528A (en) | 1984-05-31 | 1984-05-31 | Engine control device in hydraulically driven machine |
JP109378/84 | 1984-05-31 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0166546A1 EP0166546A1 (en) | 1986-01-02 |
EP0166546B1 true EP0166546B1 (en) | 1990-08-08 |
Family
ID=14508725
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP85303873A Expired - Lifetime EP0166546B1 (en) | 1984-05-31 | 1985-05-31 | Apparatus for regulating the speed of rotation of an engine mounted on a construction vehicle |
Country Status (5)
Country | Link |
---|---|
US (1) | US4640245A (en) |
EP (1) | EP0166546B1 (en) |
JP (1) | JPS60256528A (en) |
KR (1) | KR950014524B1 (en) |
DE (1) | DE3579065D1 (en) |
Families Citing this family (21)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
SE454905B (en) * | 1984-11-07 | 1988-06-06 | Akermans Verkstad Ab | DEVICE FOR SPEED ADJUSTMENT OF A ENGINE IN A WORKING MACHINE |
GB2171757B (en) * | 1985-02-28 | 1989-06-14 | Komatsu Mfg Co Ltd | Method of controlling an output of an internal combustion engine and a variabledisplacement hydraulic pump driven by the engine |
JP2511925B2 (en) * | 1987-01-30 | 1996-07-03 | 株式会社小松製作所 | Construction machine engine speed control device |
GB8726520D0 (en) * | 1987-11-12 | 1987-12-16 | Bramford Excavators Ltd J C | Engine to provide power to apparatus |
DE3902174A1 (en) * | 1988-01-26 | 1989-08-03 | Honda Motor Co Ltd | CONTROL DEVICE FOR A MACHINE |
US5286171A (en) * | 1991-11-13 | 1994-02-15 | Shin Caterpillar Mitsubishi Ltd. | Method for controlling engine for driving hydraulic pump to operate hydraulic actuator for construction equipment |
US5479908A (en) * | 1994-05-26 | 1996-01-02 | Ingersoll-Rand Company | Engine speed control device |
US5526786A (en) * | 1995-01-23 | 1996-06-18 | Servojet Products International | Dual fuel engine having governor controlled pilot fuel injection system |
US5642711A (en) * | 1996-02-15 | 1997-07-01 | Automated Waste Equipment Co., Inc. | Apparatus for automatically controlling operation of the throttle assembly of a motor vehicle engine system during operation of power take-off equipment |
US6021370A (en) * | 1997-08-05 | 2000-02-01 | Cummins Engine Company, Inc. | Vehicle/engine acceleration rate management system |
US6113193A (en) * | 1999-02-02 | 2000-09-05 | Caterpillar Inc. | Apparatus and method for automatically reducing engine exhaust noise |
US6276449B1 (en) * | 2000-03-23 | 2001-08-21 | Frederic M. Newman | Engine speed control for hoist and tongs |
US6983736B2 (en) * | 2002-12-12 | 2006-01-10 | Briggs & Stratton Corporation | Governor stabilizer |
CA2686660C (en) * | 2008-11-28 | 2018-06-19 | Key Energy Services, Inc. | Method and system for monitoring the efficiency and health of a hydraulically driven system |
CA2984320C (en) * | 2008-11-28 | 2019-09-03 | Key Energy Services, Inc. | Method and system for controlling tongs make-up speed and evaluating and controlling torque at the tongs |
US8463527B2 (en) * | 2009-06-29 | 2013-06-11 | Superior Diesel, Inc. | Electronic diesel engine control device and method for automatic idle-down |
US8726882B2 (en) | 2010-03-16 | 2014-05-20 | Briggs & Stratton Corporation | Engine speed control system |
US8910616B2 (en) | 2011-04-21 | 2014-12-16 | Briggs & Stratton Corporation | Carburetor system for outdoor power equipment |
US9316175B2 (en) | 2010-03-16 | 2016-04-19 | Briggs & Stratton Corporation | Variable venturi and zero droop vacuum assist |
US8915231B2 (en) | 2010-03-16 | 2014-12-23 | Briggs & Stratton Corporation | Engine speed control system |
KR101685206B1 (en) * | 2010-12-21 | 2016-12-12 | 두산인프라코어 주식회사 | Low idle control system for construction equipment and Auto control method thereof |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
SE394903B (en) * | 1974-01-23 | 1977-07-18 | Akermans Verkstad Ab | DEVICE FOR SPEED CONTROL OF AN ENGINE, SPECIAL DIESEL ENGINE IN A WORKING MACHINE |
JPS52106526A (en) * | 1976-03-04 | 1977-09-07 | Nissan Motor Co Ltd | Apparatus to increase folk lift loading speed |
US4373850A (en) * | 1980-02-14 | 1983-02-15 | Durham M E | Automatic fuel control system |
JPS57131835A (en) * | 1981-02-10 | 1982-08-14 | Honda Motor Co Ltd | Angular aperture compensating device of engine throttle valve |
DE3134068C2 (en) * | 1981-08-28 | 1984-05-10 | H. Weyhausen KG Maschinenfabrik, 2870 Delmenhorst | Device for the automatic regulation of the engine speed of an earth moving device |
JPS6075734A (en) * | 1983-09-30 | 1985-04-30 | Toyoda Mach Works Ltd | Idle-up device for car mounted with power steering device |
-
1984
- 1984-05-31 JP JP59109378A patent/JPS60256528A/en active Pending
-
1985
- 1985-05-28 US US06/738,332 patent/US4640245A/en not_active Expired - Fee Related
- 1985-05-31 DE DE8585303873T patent/DE3579065D1/en not_active Expired - Fee Related
- 1985-05-31 EP EP85303873A patent/EP0166546B1/en not_active Expired - Lifetime
- 1985-11-26 KR KR1019850008836A patent/KR950014524B1/en not_active IP Right Cessation
Also Published As
Publication number | Publication date |
---|---|
DE3579065D1 (en) | 1990-09-13 |
EP0166546A1 (en) | 1986-01-02 |
KR870005166A (en) | 1987-06-05 |
JPS60256528A (en) | 1985-12-18 |
KR950014524B1 (en) | 1995-12-05 |
US4640245A (en) | 1987-02-03 |
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